1 The following new annex 14 is inserted after
the existing annex 13:
Annex 14 – Guidance on Providing Safe Working
Conditions for Securing Of Containers on Deck
To ensure that persons engaged in carrying out container
securing operations on deck have safe working conditions and, in particular
safe access, appropriate securing equipment and safe places of work.
These guidelines should be taken into account at the design stage
when securing systems are devised. These guidelines provide shipowners,
ship builders, classification societies, Administrations and ship
designers with guidance on producing or authorizing a Cargo Safe Access
Plan (CSAP).
Ships which are specifically designed and fitted for the
purpose of carrying containers on deck.
3.1
Administration means the Government
of the State whose flag the ship is entitled to fly.
3.2
Containership means dedicated
containerships and those parts of other ships for which arrangements
are specifically designed and fitted for the purpose of carrying containers
on deck.
3.3
Fencing is a generic term for
guardrails, safety rails, safety barriers and similar structures that
provide protection against the falls of persons.
3.4
Lashing positions include positions:
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.1 in between container stows on hatch covers;
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.2 at the end of hatches;
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.3 on outboard lashing stanchions/pedestals;
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.4 outboard lashing positions on hatch covers;
and
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.5 any other position where people work with container
securing.
3.5
SATLs are semi-automatic twistlocks
3.6
Securing includes lashing and
unlashing.
3.7
Stringers are the uprights or
sides of a ladder.
3.8
Turnbuckles and lashing rods
footnote include similar cargo securing devices.
4.1.1 Injuries to dockworkers on board visiting
ships account for the majority of accidents that occur within container
ports, with the most common activity that involves such injuries being
the lashing/unlashing of deck containers. Ships' crew engaged in securing
operations face similar dangers.
4.1.2 During the design and construction of containerships
the provision of a safe place of work for lashing personnel is essential.
4.1.3 Container shipowners and designers are reminded
of the dangers associated with container securing operations and urged
to develop and use container securing systems which are safe by design.
The aim should be to eliminate or at least minimize the need for:
4.1.4 It should be borne in mind that providing
safe working conditions for securing containers deals with matters
relating to design, operation, and maintenance, and that the problems
on large containerships are not the same as on smaller ones.
4.2
Revised recommendations
on safety of personnel during container securing operations (MSC.1/Circ.1263)
Shipowners, ship designers and Administrations should take
into account the recommendations on safe design of securing arrangements
contained in these guidelines, and in the Recommendations on safety
of personnel during container securing operations (MSC.1/Circ.1263).
4.3
Cargo Safe Access Plan
(CSAP)
4.3.1 The Guidelines for the preparation
of the Cargo Securing Manual (MSC/Circ.745) requires ships which are specifically designed and fitted
for the purpose of carrying containers to have an approved Cargo Safe
Access Plan (CSAP) on board, for all areas where containers are secured.
4.3.2 Stakeholders, including, but not limited
to shipowners, ship designers, ship builders, administrations, classification
societies and lashing equipment manufacturers, should be involved
at an early stage in the design of securing arrangements on containerships
and in the development of the CSAP.
4.3.3 The CSAP should be developed at the design
stage in accordance with chapter 5 of the annex to MSC.1/Circ.1353.
4.3.4 Designers should incorporate the recommendations
of this annex into the CSAP so that safe working conditions can be
maintained during all anticipated configurations of container stowage.
4.4
Training and familiarization
4.4.1 Personnel engaged in cargo securing operations
should be trained in the lashing and unlashing of containers as necessary
to carry out their duties in a safe manner. This should include the
different types of lashing equipment that are expected to be used.
4.4.2 Personnel engaged in cargo securing operations
should be trained in the identification and handling of bad order
or defective securing gear in accordance with each ship's procedures
to ensure damaged gear is segregated for repair and maintenance or
disposal.
4.4.3 Personnel engaged in cargo securing operations
should be trained to develop the knowledge and mental and physical
manual handling skills that they require to do their job safely and
efficiently, and to develop general safety awareness to recognize
and avoid potential dangers.
4.4.4 Personnel should be trained in safe systems
of work. Where personnel are involved in working at heights, they
should be trained in the use of relevant equipment. Where practical,
the use of fall protection equipment should take precedence over fall
arrest systems.
4.4.5 Personnel who are required to handle thermal
cables and/or connect and disconnect temperature control units should
be given training in recognizing defective cables, receptacles and
plugs.
4.4.6 Personnel engaged in containership cargo
operations should be familiarized with the ship's unique characteristics
and potential hazards arising from such operations necessary to carry
out their duties.
5
Responsibilities of Involved
Parties
5.1 Administrations should ensure that:
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.1 lashing plans contained within the approved
Cargo Securing Manual are compatible with the current design of the
ship and the intended container securing method is both safe and physically
possible;
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.2 the Cargo Securing Manual, lashing plans and
the CSAP are kept up to date; and
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.3 lashing plans and the CSAP are compatible with
the design of the vessel and the equipment available.
5.2 Shipowners and operators should ensure that:
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.1 portable cargo securing devices are certified
and assigned with a maximum securing load (MSL). The MSL should be
documented in the cargo securing manual as required by the CSS Code;
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.2 the operational recommendations of this annex
are complied with;
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.3 correction, changes or amendments of the Cargo
Securing Manual, lashing plans and the Cargo Safe Access Plan (CSAP)
should be promptly sent to the competent authority for approval; and
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.4 only compatible and certified equipment in
safe condition is used.
5.3 Designers should follow design recommendations
of these guidelines.
5.4 Shipbuilders should follow design recommendations
of these guidelines.
5.5 Containership terminal operators should ensure
that the recommendations of relevant parts of this annex are complied
with.
6.1
General design considerations
6.1.1.1 Risk assessments should be performed at
the design stage taking into account the recommendations of this annex
to ensure that securing operations can be safely carried out in all
anticipated container configurations. This assessment should be conducted
with a view toward developing the Cargo Safe Access Plan (CSAP). Hazards
to be assessed should include but not be limited to:
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.1 slips, trips and falls;
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.2 falls from height;
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.3 injuries whilst manually handling lashing gear;
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.4 being struck by falling lashing gear or other
objects;
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.5 potential damage due to container operations.
High-risk areas should be identified in order to develop appropriate
protection or other methods of preventing significant damage;
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.6 adjacent electrical risks (temperature controlled
unit cable connections, etc.);
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.7 the adequacy of the access to all areas that
is necessary to safely perform container securing operations;
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.8 ergonomics (e.g. size and weight of equipment)
of handling lashing equipment; and
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.9 implications of lashing 9'6" high, or higher,
containers and mixed stows of 40' and 45' containers.
6.1.2 Ship designers should ensure that container
securing operations performed in outer positions can be accomplished
safely. As a minimum, a platform should be provided on which to work
safely. This platform should have fencing to prevent workers falling
off it.
6.1.3 The space provided between the containers
stows for workers to carry out lashing operations should provide:
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.1 a firm and level working surface;
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.2 a working area, excluding lashings in place,
to provide a clear sight of twist lock handles and allow for the manipulation
of lashing gear;
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.3 sufficient spaces to permit the lashing gear
and other equipment to be stowed without causing a tripping hazard;
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.4 sufficient spaces between the fixing points
of the lashing bars on deck, or on the hatch covers, to tighten the
turnbuckles;
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.5 access in the form of ladders on hatch coamings;
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.6 safe access to lashing platforms;
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.7 protective fencing on lashing platforms; and
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.8 adequate lighting in line with these guidelines.
6.1.4 Ship designers should aim to eliminate the
need to access and work on the tops of deck stows.
6.1.5 Platforms should be designed to provide
a clear work area, unencumbered by deck piping and other obstructions
and take into consideration:
6.2
Provisions for safe access
6.2.1.1 The minimum clearance for transit areas
should be at least 2 m high and 600 mm wide (see table in supplement,
dimensions B, J, K1).
6.2.1.2 All relevant deck surfaces used for movement
about the ship and all passageways and stairs should have non-slip
surfaces.
6.2.1.3 Where necessary for safety, walkways on
deck should be delineated by painted lines or otherwise marked by
pictorial signs.
6.2.1.4 All protrusions in access ways, such as
cleats, ribs and brackets that may give rise to a trip hazard should
be highlighted in a contrasting colour.
6.2.2
Lashing position
design (platforms, bridges and other lashing positions)
6.2.2.1 Lashing positions should be designed to
eliminate the use of three high lashing bars and be positioned in
close proximity to lashing equipment stowage areas. Lashing positions
should be designed to provide a clear work area which is unencumbered
by deck piping and other obstructions and take into consideration:
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.1 the need for containers to be stowed within
safe reach of the personnel using the lashing position so that the
horizontal operating distance from the securing point to the container
does not exceed 1,100 mm and not less than 220 mm for lashing bridges
and 130 mm for other positions (see table in supplement, dimensions
C1, C2, C3);
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.2 the size of the working area and the movement
of lashing personnel; and
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.3 the length and weight of lashing gear and securing
components used.
6.2.2.2 The width of the lashing positions should
preferably be 1,000 mm, but not less than 750 mm (see table in supplement,
dimensions A, GL, GT, , K).
6.2.2.3 The width of permanent lashing bridges
should be:
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.1 750 mm between top rails of fencing (see table
in supplement, dimension F); and
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.2 a clear minimum of 600 mm between storage racks,
lashing cleats and any other obstruction (see table in supplement,
dimension F1).
6.2.2.4 Platforms on the end of hatches and outboard
lashing stations should preferably be at the same level as the top
of the hatch covers.
6.2.2.5 Toe boards (or kick plates) should be
provided around the sides of elevated lashing bridges and platforms
to prevent securing equipment from falling and injuring people. Toe
boards should preferably be 150 mm high, however, where this is not
possible they should be at least 100 mm high.
6.2.2.6 Any openings in the lashing positions
through which people can fall should be possible to be closed.
6.2.2.7 Lashing positions should not contain obstructions,
such as storage bins or guides to reposition hatch covers.
6.2.2.8 Lashing positions which contain removable
sections should be capable of being temporarily secured.
6.2.3.1 Bridges and platforms, where appropriate,
should be fenced. As a minimum, fencing design should take into consideration:
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.1 the strength and height of the rails should
be designed to prevent workers from falling;
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.2 flexibility in positioning the fencing of gaps.
A horizontal unfenced gap should not be greater than 300 mm;
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.3 provisions for locking and removal of fencing
as operational situations change based on stowage anticipated for
that area;
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.4 damage to fencing and how to prevent failure
due to that damage; and
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.5 adequate strength of any temporary fittings.
These should be capable of being safely and securely installed.
6.2.3.2 The top rail of fencing should be 1 m
high from the base, with two intermediate rails. The opening below
the lowest course of the guard rails should not exceed 230 mm. The
other courses should be not more than 380 mm apart.
6.2.3.3 Where possible fences and handrails should
be highlighted with a contrasting colour to the background.
6.2.3.4 Athwartships cargo securing walkways should
be protected by adequate fencing if an unguarded edge exists when
the hatch cover is removed.
6.2.4
Ladder and manhole
design
6.2.4.1 Where a fixed ladder gives access to the
outside of a lashing position, the stringers should be connected at
their extremities to the guardrails of the lashing position, irrespective
of whether the ladder is sloping or vertical.
6.2.4.2 Where a fixed ladder gives access to a
lashing position through an opening in the platform, the opening shall
be protected with either a fixed grate with a lock back mechanism,
which can be closed after access, or fencing. Grabrails should be
provided to ensure safe access through the opening.
6.2.4.3 Where a fixed ladder gives access to a
lashing position from the outside of the platform, the stringers of
the ladder should be opened above the platform level to give a clear
width of 700 to 750 mm to enable a person to pass through the stringers.
6.2.4.4 A fixed ladder should not slope at an
angle greater than 25° from the vertical. Where the slope of a
ladder exceeds 15° from the vertical, the ladder should be provided
with suitable handrails not less than 540 mm apart, measured horizontally.
6.2.4.5 A fixed vertical ladder of a height exceeding
3 m, and any fixed vertical ladder, from which a person may fall into
a hold, should be fitted with guard hoops, which should be constructed
in accordance with paragraphs 6.2.4.6 and 6.2.4.7.
6.2.4.6 The ladder hoops should be uniformly spaced
at intervals not exceeding 900 mm and should have a clearance of 750
mm from the rung to the back of the hoop and be connected by longitudinal
strips secured to the inside of the hoops, each equally spaced round
the circumference of the hoop.
6.2.4.7 The stringers should be carried above
the floor level of the platform by at least 1 m and the ends of the
stringers should be given lateral support and the top step or rung
should be level with the floor of the platform unless the steps or
rungs are fitted to the ends of the stringers.
6.2.4.8 As far as practicable, access ladders
and walkways, and work platforms should be designed so that workers
do not have to climb over piping or work in areas with permanent obstructions.
6.2.4.9 There should be no unprotected openings
in any part of the workplace. Access opening must be protected with
handrails or access covers that can be locked back during access.
6.2.4.10 As far as practicable, manholes should
not be situated in transit areas, however, if they are, proper fencing
should protect them.
6.2.4.11 Access ladders and manholes should be
large enough for persons to safely enter and leave.
6.2.4.12 A foothold at least 150 mm deep should
be provided.
6.2.4.13 Handholds should be provided at the top
of the ladder to enable safe access to the platform to be gained.
6.2.4.14 Manhole openings that may present a fall
hazard should be highlighted in contrasting colour around the rim
of the opening.
6.2.4.15 Manhole openings at different levels
of the lashing bridge should not be located directly below one another,
as far as practicable.
Lashing systems, including tensioning devices, should:
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.1 conform to international standardsfootnote, where applicable;
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.2 be compatible with the planned container stowages;
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.3 be compatible with the physical ability of
persons to safely hold, deploy and use such equipment;
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.4 be uniform and compatible, e.g. twistlocks
and lashing rod heads should not interfere with each other;
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.5 be subject to a periodic inspection and maintenance
regime. Non-conforming items should be segregated for repair or disposal;
and
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.6 be according to the CSM.
6.3.2.1 Shipowners should ensure that the number
of different types of twistlocks provided for cargo securing is kept
to a minimum and clear instructions are provided for their operation.
The use of too many different types of twistlocks may lead to confusion
as to whether the twistlocks are locked.
6.3.2.2 The design of twistlocks should ensure
the following:
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.1 positive locking with easy up and down side
identification;
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.2 dislodging from corner fitting is not possible
even when grazing a surface;
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.3 access and visibility of the unlocking device
is effective in operational situations;
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.4 unlocked positions are easily identifiable
and do not relock inadvertently due to jolting or vibration; and
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.5 unlocking poles are as light as possible, of
a simple design for ease of use.
6.3.2.3 Where it is not feasible to entirely eliminate
working on the tops of container stows, the twistlock designs used
should minimize the need for such working, e.g. use of SATLs, fully
automatic twistlocks or similar design.
6.3.3.1 The design of containership securing systems
should take into account the practical abilities of the workers to
lift, reach, hold, control and connect the components called for in
all situations anticipated in the cargo securing plan.
6.3.3.2 The maximum length of a lashing rod should
be sufficient to reach the bottom corner fitting of a container on
top of two high cube containers and be used in accordance with the
instructions provided by the manufacturers.
6.3.3.3 The weight of lashing rods should be minimized
as low as possible consistent with the necessary mechanical strength.
6.3.3.4 The head of the lashing rod that is inserted
in the corner fitting should be designed with a pivot/hinge or other
appropriate device so that the rod does not come out of the corner
fitting accidentally.
6.3.3.5 The rod's length in conjunction with the
length and design of the turnbuckle should be such that the need of
extensions is eliminated when lashing high cube (9'6") containers.
6.3.3.6 Lightweight rods should be provided where
special tools are needed to lash high cube containers.
6.3.4.1 Turnbuckle end fittings should be designed
to harmonize with the design of lashing rods.
6.3.4.2 Turnbuckles should be designed to minimize
the work in operating them.
6.3.4.3 Anchor points for turnbuckles should be
positioned to provide safe handling and to prevent the bending of
rods.
6.3.4.4 To prevent hand injury during tightening
or loosening motions, there should be a minimum distance of 70 mm
between turnbuckles.
6.3.4.5 The turnbuckle should incorporate a locking
mechanism which will ensure that the lashing does not work loose during
the voyage.
6.3.4.6 The weight of turnbuckles should be minimized
as low as possible consistent with the necessary mechanical strength.
6.3.5
Storage bins and
lashing equipment stowage design
6.3.5.1 Bins or stowage places for lashing materials
should be provided.
6.3.5.2 All lashing gear should be stowed as close
to its intended place of use as possible.
6.3.5.3 The stowage of securing devices should
be arranged so they can easily be retrieved from their stowage location.
6.3.5.4 Bins for faulty or damaged gear should
also be provided and appropriately marked.
6.3.5.5 Bins should be of sufficient strength.
6.3.5.6 Bins and their carriers should be designed
to be lifted off the vessel and restowed.
6.4
Lighting design
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.1 the proper illuminationfootnote of access ways, not less than 10 lux (1 foot
candle)footnote, taking into account the
shadows created by containers that may be stowed in the area to be
lit, for example different length containers in or over the work area;
-
.2 a separate fixed or temporary (where necessary)
lighting system for each working space between the container bays,
which is bright enough, not less than 50 lux (5 foot candle)footnote, for the work to be done, but minimizes glare
to the deck workers;
-
.3 such illumination should, where possible, be
designed as a permanent installation and adequately guarded against
breakage; and
-
.4 the illuminationfootnote intensity
should take into consideration the distance to the uppermost reaches
where cargo securing equipment is utilized.
A lighting plan should be developed to provide for:
7
Operational and Maintenance
Procedures
7.1.1 Procedures for safe lashing and securing
operations should be included in the ship's Safety Management System
as part of the ISM Code documentation.
7.1.2 Upon arrival of the ship, a safety assessment
of the lashing positions and the access to those positions should
be made before securing work commences.
7.2
Operational procedures
7.2.1
Container deck
working
7.2.1.1 Transit areas should be safe and clear
of cargo and all equipment.
7.2.1.2 Openings that are necessary for the operation
of the ship, which are not protected by fencing, should be closed
during cargo securing work. Any necessarily unprotected openings in
work platforms (i.e. those with a potential fall of less than 2 m),
and gaps and apertures on deck should be properly highlighted.
7.2.1.3 The use of fencing is essential to prevent
falls. When openings in safety barriers are necessary to allow container
crane movements, particularly with derricking cranes, removable fencing
should be used whenever possible.
7.2.1.4 It should be taken into account that,
when lifting lashing bars that can weigh between 11 and 21 kg and
turnbuckles between 16 and 23 kg, there may be a risk of injury and
severe illness as a result of physical strain if handled above shoulder
height with the arms extended. It is therefore recommended that personnel
work in pairs to reduce the individual workload in securing the lashing
gear.
7.2.1.5 The company involved with cargo operation
should anticipate, identify, evaluate and control hazards and take
appropriate measures to eliminate or minimize potential hazards to
prevent in particular with harmful lumbar spinal damage and severe
illness as a result of physical strain.
7.2.1.6 Personnel engaged in containership cargo
operations should wear appropriate Personnel Protective Equipment
(PPE) whilst carrying out lashing operations. The PPE should be provided
by the company.
7.2.1.7 Manual twistlocks should only be used
where safe access is provided.
7.2.1.8 Containers should not be stowed in spaces
configured for larger sized containers unless they can be secured
under safe working conditions.
7.2.2
Container top working
7.2.2.1 When work on container tops cannot be
avoided, safe means of access should be provided by the container
cargo operation terminal, unless the ship has appropriate means of
access in accordance with the CSAP.
7.2.2.2 Recommended practice involves the use
of a safety cage lifted by a spreader to minimize the risk to personnel.
7.2.2.3 A safe method of work should be developed
and implemented to ensure the safety of lashers when on the top of
container stows on deck. Where practical, the use of fall prevention
equipment should take precedence over fall arrest equipment.
7.2.3
Failure to provide
safe lashing stations on board/carry out lashing by port workers
7.2.3.1 Where there are lashing and unlashing
locations on board ship where no fall protection, such as adequate
handrails are provided, and no other safe method can be found, the
containers should not be lashed or unlashed and the situation should
be reported to shoreside supervisor and the master or deck officer
immediately.
7.2.3.2 If protective systems cannot be designed
to provide safe protected access and lashing work positions, in all
cargo configurations then cargo should not be stowed in that location.
Neither crew nor shore workers should be subjected to hazardous working
conditions in the normal course of securing cargo.
7.3.1 In line with section 2.3 (Inspection and
maintenance schemes) of the Revised guidelines for the preparation
of the cargo securing manual (MSC.1/Circ.1353) all ships should
maintain a record book, which should contain the procedures for accepting,
maintaining and repairing or rejecting of cargo securing devices.
The record book should also contain a record of inspections.
7.3.2 Lighting should be properly maintained.
7.3.3 Walkways, ladders, stairways and fencings
should be subject to a periodic maintenance programme which will reduce/prevent
corrosion and prevent subsequent collapse.
7.3.4 Corroded walkways, ladders, stairways and
fencings should be repaired or replaced as soon as practicable. The
repairs should be effected immediately if the corrosion could prevent
safe operations.
7.3.5 It should be borne in mind that turnbuckles
covered with grease are difficult to handle when tightening.
7.3.6 Storage bins and their carriers should be
maintained in a safe condition.
8
Specialized Container Safety
Design
8.1 Temperature controlled unit power outlets
should provide a safe, watertight electrical connection.
8.2 Temperature controlled unit power outlets
should feature a heavy duty, interlocked and circuit breaker protected
electrical power outlet. This should ensure the outlet can not be
switched "live" until a plug is fully engaged and the actuator rod
is pushed to the "On" position. Pulling the actuator rod to the "Off"
position should manually de-energize the circuit.
8.3 The temperature controlled unit power circuit
should de-energize automatically if the plug is accidentally withdrawn
while in the "On" position. Also, the interlock mechanism should break
the circuit while the pin and sleeve contacts are still engaged. This
provides total operator safety and protection against shock hazard
while eliminating arcing damage to the plug and receptacle.
8.4 Temperature controlled unit power outlets
should be designed to ensure that the worker is not standing directly
in front of the socket when switching takes place.
8.5 The positioning of the temperature controlled
unit feed outlets should not be such that the flexible cabling needs
to be laid out in such a way as to cause a tripping hazard.
8.6 Stevedores or ship's crew who are required
to handle temperature controlled unit cables and/or connect and disconnect
reefer units should be given training in recognizing defective wires
and plugs.
8.7 Means or provisions should be provided to
lay the temperature controlled unit cables in and protect them from
lashing equipment falling on them during lashing operations.
8.8 Defective or inoperative temperature controlled
unit plugs/electrical banks should be identified and confirmed as
"locked out/tagged out" by the vessel.
ILO Code of Practice – Safety and Health in Ports
ISO Standard 3874 – The Handling and Securing of Type
1 Freight Containers
Revised Recommendation on safety of personnel during container
securing operations (MSC.1/Circ.1263)